Steam pumping-engine.



No. 690,545. y Patented lan. 7, |902.

C. C. WBTHINGTN.

STEAM PUMPING ENGINE.v

(Application led. Nov. 22, 189B.) (un Modem 'giz ncnnls PETERS Acg., Faggio-Uma.. wAsv-lmamu. n.9

^ in the system is objectionable.

UNITED STATES PATENT CHAREESC. WORTHINGTON, OF IRVINGTON, NEW YORK.

STEAM PUMPlNG-ENGINE.

srncIrIcA'rIoN forming pal-tof Letters Patent No. 690,545, dated January?, 1902. Application filed November 22, 1898. Serial llo. 697,147. (No model.)

T0 @ZZ whom, it may concern:-

Beit known that LCHARLES C. WoRrHING- TON, a citizen of the United States, residing at Irvington,county of Westchester,and State of New York, have invented certain new and useful Improvements in Steam Pumping-Engines, fully described and represented in the following specification and the accompanying drawings, forming a part of the same.

The object of the present invention is to provide means whereby either an ordinary slide-valve or a piston-valve may be used interchangeably with the same steam cylinder or cylinders and the substitution of one forthe other `be made readily and without an eX- I invention enables the manufacturer to keep pensive reconstruction of the engine.

The invention is applicable to single or dupleX steam cylinders; but it is of especial value in connection with small duplex steampumps and similar small steam-engines in which the small steam-cylinders are placed close together and may be cast integral and a single Valve-chest used for both cylinders, one object of the invention being to provide a simple, compact, and efficient construction of piston-valve steam-chest for such engines.

Steam-engines, and especially small steampumps and other small steam-engines, are frequently used underconditions Where it is important that the engine shall be provided with a piston-valve, and under other conditions of use it is Very desirable that an Iordinary D or other slide-valve shall be used. Thus under high steam-pressures the balance on the piston-valve and resulting freedom from Wear is an important advantage of the piston-valve construction, especially where lubrication cannot Well be secured-as, for in-y stance, when the steam is used for feed-Water or other purposes for which the presence of oil On the other hand, when the steam-pressure used is low, so that the Wear of the slide-valve is slight, or under high pressures Where lubrication is not objectionable, the simplicity of the slide-valve makes its use desirable, 'and such use is especiaily important where it is inconvenient to provide for frequent or skilled attention to the valve. The valve construction of an engine, therefore, should depend upon the service required of the engine and the conditions of use as to the condensing of the exvalves. In the case of large engines that are built to order and in which the service or conditions of use are not liable to change the engine will of course be built with slide-valve or piston-valve, as required, and change will rarely be necessary. Smaller engines must a be kept in stock by the manufacturer, however, and orders for such engines filled Without delay, andthe service or conditions of use of such engines, moreover, are frequently changed bythe purchaser of the engine or such engines resold with consequent change of service or conditions of use. The'present haast-steam and the accessibility of the enl gine and the attention that can 'be given thev in stock steam-cylinders of a single pattern I with a stock of slide-valve and piston-valve steam-chests and at once fill anorderfor en- Y ily and at slight expense change his engine from a slide-valve to a piston-valve, or vice versa, in case a change in the service or con: ditions of use of his engine makes this desirable.

Under certain conditions of service also it isoften necessary to provide what are known as dash relief-valves for the steam-cylinders of these pumps, which are usually located on each rend of the steam-cylinder and are arranged to permit a certain portion of the cushioned steam to escape frornthe direct. steam-port to the exhaust-cavity when the piston arrives at Vthe end of its stroke, which enables the length of stroke to be graduated. The placing of such dash relief-valves on a pump of very small size is a difficult matter, as the space which they can be permitted tooccupy is necessarily 'very limited. For this reason dash relief-valves are rarely put upon small pumps, although often their use would be beneficial..v Whenever they are used, the length of the port is generally increased beyond what would be required for ordinary service. My invention includes the locating of the dash relief-valve in the casting carrying the main steam-valve, by which means the advantage of the dash relief is secured Without enlargement of the cylinder-casting,

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and change of the steam-chest adds the dash reliefvalves without any alteration whatever in the main cylinder and port castings.

The invention includes certain features relating to the interchangeable use of slide and piston-valve steam-chests on single or duplex steam-cylinders, an improved construction of piston Valve steam-chest, and an improved lost-motion link for actuating steam-valves, allas fullydescribed hereinafter and specifically pointed out in the claims.

For a full understanding of the invention a detailed description of a construction embodying all the features of the invention in their preferred form as applied to a directacting steam-pump of a well-known class will now be given in connection with the accompanying drawings, in which- Figure 1 is a sectional elevation of the steam end of the pump with the piston-valve steam-chest, the cylinder and steam-chest being sectioned on line 1 of Fig. 2. Fig. 2 is a horizontal section on the line 2 of Fig. 1. Figs. 3 and 4 are cross-sections on, respectively, the lines 3 and 4 of Fig. 1. Fig. is a section similar to Fig. 1, showing the slide-valve steam-chest in place with an ordinary D- valve. Fig. 6 is a cross-section on the line 6 of Fig. 5. Fig. 7 is a detail section of the lost-motion link shown in Fig. 1.

Referring now to the construction shown in Figs. 1 to 4 of the drawings, A A are the steam-cylinders on the opposite sides of the engine; ct, the pistons; b, the piston-rods; B, the piston-valve steam-chest. C is the inletpipe connection, shown as at the top of the valve-chest B, and D the exhaust-pipe oonnection, shown as of the common form and duplicated at the opposite sides of the cylinders, so that the exhaust-pipe E may be connected at either side. It will be understood, however, that the induction steam-pipe may connect with the steam-chest B in any other suitable manner and that any other suitable exhaust construction maybe used. The piston-rods b on each side of the engine are shown as actuating the valves on the opposite side of the engine through the usual crossover valve-motion F, having the usual levers 10, actuated b'y the pistons, and crank-arms 11 on the opposite side of the engine connected to the valves. The steam-cylinders A A have the usual induction-ports cl d and exhaust-ports e e for the respective cylinders communicating, respectively, with the steamchest on top of the cylinders and with the exhaust-cove f by central exhaust-ports g, all these ports being shown as arranged for their control for admission and exhaust by slidevalves of the usual construction, the cylinders at the upper ends of these ports being constructed to provide a valve-seat for such slide-valves. The steam-cylinders are shown as cast integral with each other, so that a single casting forms the two steam-cylinders with their induction and exhaust ports, and upon the top of the cylinders is mounted the steam-chest B, which also is preferably cast integral for the two sides of the engine, as shown. This steam-chest B is formed so as to `fit upon the top of the cylinder-casting and be secured thereon by the bolts 12, entering openings in the cylinder-casting, or detachably secured to the cylinder-casting in any othersuitable manner, and this steam-chest is provided with ports d2 e2 g2 and (Z3 e3 g3, which respectively form extensions of the ports d e g and d e g of the two steam-cylinders A A', the steam-cylinders and the exhaust-coves f thus being connected with the piston-valve chambers h h', in which move the double pistonvalves 1171', which control the steam admission and exhaust ports in the usual manner, the steam entering the valve-chest from the induction-pipe through induction-port 7c, which opens through the top of the steam-chest casting and is continued longitudinally of the steam-chest by passage Z, opening at opposite ends of the valve-chest into the steam-chambers m at the end of the valve-chambers 71. 7L. The steam admission and exhaust ports cl2 e292 and cl3 e3 g3 preferably extend about the piston-valves i i', as shown, and open to the pistons through the usual sleeves 13, in which the pistons work. The piston valves are shown in the drawings as on center, and the piston-valve il is omitted in Fig. 2 for purpose of illustration. This construction may be used Without dash relief-valves, or dash relief -valves may be used connecting the ports cl e and d e in the cylinder-casting, as common in steam-engines. As above stated, however, dash relief -valves are preferably used and located in the steam-chest casting, and I have shown these dash relief-valves r as controlling small passages connecting the ports d2 c2 and d3 c3 above the piston-valves t' t" of the respective cylinders and having the stems s s extending upward through the top of the steam-chest for manipulation. It will be understood, however, that these valves may be placed below the valves t' i', if desired, with their stems projecting in any suitable manner. These valves r may be of any common or suitable form and operate in the usual manner-that is, to permit the slow' escape of the cushioning-steam from the cylinder through the induction-ports d d2 and the passage controlled by the dash reliefvalves to the exhaust-.passage e2, and thus to the exhaust-covefafter the piston @has covered the opening of port. e to the cylinder A IOO for cushioning, thus relieving slowly the dash the compactness of construction which is one of the objects ofthe invention.' In the construction shown the stems 14 of the pistonvalves t' z" preferably extend in both'directions from the pistons and pass through stuifing-boxes 15, forming guides at the opposite ends of the steam-chest, in which the stems are packed in any suitable manner, and the stems 14 are connected ,by lost-motion links tothecranks Ilot' thevalve-movements Any other suit-able form of lost-motion connection may be used but the lost-motion linksccshown are preferably used,and thislost-m otion device forms in itself a specific feature of the invention. In this construction, which is shown in detail in Fig. 7, 1 is a sleeve screw-threaded on the outside from opposite ends and having the longitudinal slot 2. The sleeve isl screw-threaded internally at one end to receive on'e end 3 of the link-rod, Which is pivoted to the valve-stem 14, the other end 4 of the link-rod, which is pivoted to the cranktherefor.

arm 11, moving freelyin the sleeve 1 and carrying an actuating-collar 5, which moves upon the outside of the sleeve l, being secured to the link end 4 by pin 6, moving in slot 2. This collar 5 When the lost motion has been taken up by the movement of the link end 4 in either direction with the crank-arm 11 engages one or the other of sleeves or nuts '7, so as to actuate the sleeve 1, and through the link end 3, attached thereto,actuate the valvestem 14 and valve. These sleeves or nuts 47 are made adjustable 011 the sleeve 1, so that lthe amount of lost motion may be adjusted as desired, this adjustment being secured by screwing the sleeves or nuts 7 to the desired position upon the outside of sleeve 1 and then locking them in position bylock-n uts 8. This provides a very simple Vand efficient lost-motion connection.V

The construction shown in Figs. 5 and 6 is the same as shown in Figs. 1- to 4, except that the piston-valve steam-chest B has been removed by withdrawing the bolts 12 and slidevalve steam-,chest .B has been substituted This valve-chest B' is shown as of a common" class having the end induction- Y pipe C', although it will be understood that this connection may be varied, and the ports d e g and el e g' are controlled by D-valves n n', shown as of a common form and moving over the valve-seat formed on the cylindercasting at the upper. ends of the ports de g and d' e' g. These D slide-valves n 'n' are connected by the valve-rods 16, lost-motion links at, previously described, and thus to the crankarms l1 of the valve-movements, or the lost motion may be provided for inside the valvechest, as common with such slide-valve constructions, and a plain link be used for connecting the valve-rods 16 to the crank-arms 11. In either case it will be understood that the two valve-chests and-their valves Will beso constructed that one may be substituted for the other and the valve-rods 15 of the pisalso that modifications in the construction j shown may be made by those skilled in the art Without departing from the invention and that I am not to be limited to the exact form or arrangement of the parts shown Yin Vthe drawings.

What I claim is 1. A duplex piston-valve steam-chest adapted to be secured to a duplex-steam-cylinder construction in place of a duplex D or other slide-valve steam-chest and provided with separate admission and exhaust steam-ports controlled by the piston-valves and adapted to register With and form extensions'of the cylinder steam-ports and havingdash reliefvalves controlling passages connecting the admission and exhaust ports. l

2. The duplex piston-valve steam-chest ,B formed integral with the steam-portsd2, c2, g2 and d3, e3, gi1 and adapted to be secured .to a du plex-steam-cylinder construction with' said ports registering with and forming extensions of the cylinder -ports, scribed. Y

3. Thevduplex piston-valve steam-chest B formed integral with the steam-ports cl2, e2, g2

and d3, e3, g3 and passages containing dash relief-valves and adapted to be'secured to a d uplex-steam-cylinder construction with said ports registering With and forming extensions scribed. Y

4. A piston-valve steam-chest formed integral With separate admission and exhaust ports and passages connecting-pairs of said ports and adapted to be secured to the steamcylinder portionof a steam-engine with said ports registering With and forming extensions of the cylinder-ports, in combination with piston-valve mechanism in said casting controlling said admssion and exhaust ports,`

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substantially as de- Y I I@ of the cylinder ports, substantially as vdeand'dash relief-valves controllingsaid pas sages, substantially as described.

5. A lostmotion link for valve-movements having a sleeve with one link end moving freely therein, an actuating member secured to said linkend and extending outside said sleeve, and members on the outside of said sleeve in position to be'engaged by theactuating member and adjustable on the sleeve to'vary the amount of lost motion.

6.. Lost-motion link a; having the 'sleeve'l screw-threaded on the outside and provided withslot 2, collar 5 outside sleeve l and secured to link end 4 through the slot 2, and adjustable nuts '7 on sleeve l in position for engagement with collar 5, substantially as described.

7. A lostmotion link for valve-movements having a sleeve and link-rod moving freely longitudinally of each other but held from rotation, and actuating members connected to the Valve-rod and adjustable to vary the amount of lost motion, substantially as described.

8. In a lost-motion connection for valvemovements, the combination with a member connected to the Valve-rod, of a collar thereon movable longitudinally of the rod but held against rotation thereon, and actuating members connected to the valve-rod and engaged 'Witnesses Y CHARLES (l. W'ORTI-IINGTON.

Witnesses:

LOUIS R. ALBERGER, B. W. PIERSON. 

